3. Dealer Selection

In a market filled with really good cars, Motor Trend seeks to identify brilliance. A new car model is introduced every other week on average, so there’s no reason to settle for something stale. Mediocrity is no longer tolerated. No wonder it’s a rare car buyer who remains monogamous with a single brand. On the showroom floor, buyers may be tempted by sweet cash incentives, low-rate or zero-percent financing, or cushy lease deals, but our focus here is on the product. All other things being equal, here’s the criteria we consider in selecting a winner.

1. Superiority Quite simply, among its peers, a Motor Trend Car of the Year must be the best in its class. In terms of objective and subjective evaluation, it’s a car that clearly stands head and shoulders above its competitors.

2. ValueThis one’s scalable. The sum of $50,000 would make a nice down payment on a Maybach 57, but it could bring home three well-equipped Scion tCs. We’re looking for a car, within its immediate price class, that offers superior content for the money over its competitors.

3. SignificanceA lot of cars may offer good value for the money or stand proud at the top of their class, but this last yardstick is the one that separates the winner from the runners-up. A Motor Trend Car of the Year disturbs the status quo, puts business as usual on notice, changes the trend, or establishes a new paradigm. It can do this by virtue of a great engineering achievement, a bold new design direction, changing the dynamics of the market, or all these things.

Let the competition begin…It isn’t every year that the market gives us a new-generation Corvette, the first new Mustang in more than a quarter of a century, an all-wheel-drive 300-horsepower Acura flagship, a substantially revised Porsche 911, a live, in-the-flesh street-legal Lotus, and a Hemi-powered full-size Chrysler sedan. Then again, 2005 hasn’t been a typical year, certainly as far as new-car introductions are concerned. Arguably, the selection of cars and the quality of the participants has never been greater. A total of 24 contestants jockeyed for Motor Trend Car of the Year honors this year, and that doesn’t count such 2005 models as the Audi A3, Chevrolet Cobalt, Buick Terraza, Saturn Relay, and Suzuki Reno, which didn’t play because test units couldn’t be shipped in time for our deadline.

Each Car of the Year participant underwent a full battery of instrumented tests at California Speedway in Fontana, including acceleration, braking, slalom, skidpad, and figure-eight evaluations. That completed, editors poked and prodded the cars, examining new features and discussing major points of interest. After each car’s physical, the judges took some personal seat time in each of the contestants, consisting of hot laps around a short dynamic evaluation course at the track and real-world drives on local streets in Fontana.

Armed with fresh insights and critical observations, the Motor Trend editors winnowed down the field to a more manageable 10 contestants for further evaluation. This group included the Acura RL, Audi A6, Cadillac STS, Chevrolet Corvette, Chrysler 300/Dodge Magnum, Ford Mustang, Honda Odyssey, Mazda3, Porsche 911, and Scion TC. This group transferred to a secret mountain hideaway in the Los Padres National Forest in Kern County, California. There, adjacent to the Bitter Creek National Wildlife Refuge, we exercised the 10 semifinalists on a nearly deserted 15-mile stretch of twisty road. The breathtaking scenery was a bonus. Editors pushed buttons and probed limits. After two days of working the kinks out of a diverse field of cars, tires and brakes were allowed to cool and engines fell silent. Here’s what we discovered.

Acura RLOne of the most invisible cars in Acura’s lineup in recent years, the RL gets a complete makeover for 2005. A V-8 and rear drive are still not part of this flagship’s program, but a creamy 300-horse SOHC V-6 with a smart five-speed manumatic transmission and an even smarter Super Handling All-Wheel-Drive system are. With SH-AWD, Acura finally solves the torque-steer conundrum that’s plagued its higher-output front-drive sedans of late.

In wet or dry, the system not only distributes drive torque front to rear to maintain traction and balance, it also apportions torque between the rear wheels without brake intervention, routing more torque to the outside rear wheel during aggressive driving. The whole drama can be viewed on the RL’s center-mounted eight-inch color screen, only one in a long list of standard infotainment toys that also includes XM Satellite Radio, a Bose DVD audio system with surround sound, voice recognition, and a Bluetooth cell-phone interface. Available in 20 major metropolitan areas is XM NavTraffic that gives real-time freeway traffic reports, updated continuously.

With precise steering, dramatically improved body control and shock calibration, plus a seamless all-wheel-drive system, the new RL moves out of the shadows and into the mainstream of luxury sport sedans. Another 30 to 40 horsepower under the hood would make it a more convincing flagship of Acura’s performance-oriented brand. While the RL’s exterior design is still somewhat Asianonymous, it’s not unattractive. Question is, will buyers get past the plain wrapper to the goodness within?

Engine:

3.5L/300-hp SOHC V-6

Drivetrain:

Front engine, all-wheel drive

Fuel economy:

19 city/26 highway

Price:

$49,470

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Sum up:

Super intelligent transport for those who crave anonymity

Audi A6The last A6 was a needle-mover, and we expected no less of the 2005 model. Certainly the new car’s bigger-than-life “Pimp My Ride” single-frame grille, inspired by the Silver Arrow race cars of the 1930s, gets its share of stares. A longer wheelbase promises greater rear-seat room, and a stiffer body shell can only add to the car’s vaultlike integrity. The A6’s interior is all-new as well, perhaps not as elegant as before, but still with supportive seats and impeccable fit and finish that are benchmarks for other companies.

Last year’s rip-roaring turbomotors are gone; however, the base V-6 now sports direct injection and substantially improved power and fuel economy. The sonorous 4.2-liter V-8 also gains 12 percent more power, but gets intrusive at full song. The standard six-speed Tiptronic gearbox is capable of some fancy matched-revs downshifting in manual mode; it’s not as intelligent holding gears in corners in automatic mode, for example, as its competitors from BMW and Mercedes.

The new A6 looks and feels larger than its predecessor. Its previously buttoned-down sport-sedan demeanor seems to have gone on holiday with noticeable body roll in transitions, overboosted steering that lacks on-center feel, and too-soft dampers and springs that impart a luxury-car float. It’s a darned nice people-mover, not a needle-mover.

Engine(s):

3.2L/255-hp DOHC V-6 4.2L/335-hp DOHC V-8

Drivetrain:

Front engine, all-wheel drive

Fuel economy:

17-19 city/23-29 highway

Price range:

$41,620-$58,955

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Sum up:

Still leaders on interior finishing, Audi needs to bone up on suspension tuning

BMW 6 SeriesAfter a 15-year hiatus, BMW‘s 6 Series is back, now dressed with the brand’s signature shark-eye headlamps and kicked-up Bangle tail section. Like the new 5 Series, the 6’s body showcases lightweight materials: doors and hood are aluminum, the front fenders are thermoplastic, even the forward structure is die-cast aluminum, riveted and bonded to the cabin. Most major suspension bits are aluminum, too.

A throttle-by-wire 325-horse Valvetronic V-8 from the 7 Series features variable intake and exhaust-valve timing, intake-valve lift, and steplessly variable intake tract length and can be hooked to a six-speed manual, six-speed manumatic, or six-speed SMG. Run-flat tires save weight and free up what little trunk space there is. A small army of mostly transparent electronic driving aids bivouac in the 6 Series, such as Active Roll Stabilization, which virtually eliminates body roll during hard cornering.

Less transparent is Active Steering, which modifies the driver’s steering inputs. Under 45 mph, it quickens the steering ratio by 44 percent; above 75 mph, it slows the ratio by 11 percent. If Dynamic Stability Control senses that the car is about to spin out, Active Steering countersteers up to five degrees to help prevent the spin. Inside, iDrive rules audio, climate control, and other functions.

The 6 Series is a highly developed piece of machinery, but the basic goodness of its hard parts strain to break through. Does the driver drive or is he driven? There’s a sense that the car’s become so complicated it verges on the impersonal.

Engine(s):

4.4L/325-hp DOHC V-8, 5.0L/500-hp DOHC V-10 (late availability)

Drivetrain:

Front engine, rear drive

Fuel economy:

15-18 city/23-25 highway (V-8)

Price range:

$70,595-$88,040

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Sum up:

Not as pretty as prior 6, but one helluva performance car with loads of electronics

Buick LacrosseAlthough Buick‘s new LaCrosse is based on a mightily enhanced platform of the rather pedestrian (and now-defunct) Regal, you can best understand this sedan’s character by keeping in mind that the sport LaCrosse is an indulgence of the style-conscious regal class. And genuine sportiness coupled to an undeniable design panache is particularly evident in the premium CXS version, which offers up 240 horsepower from its new 3.6-liter V-6 (featuring variable intake and exhaust, no less), sharp steering, and grippy 225/55 tires on 17-inch wheels. Snaking down a country backroad, it’s almost hard to believe the LaCrosse CXS is actually a Buick, so in sync with the road is it. For less strenuous drivers, there are the base CX and midlevel CXL versions, which employ a 200-horse version of the competent but aging 3.8-liter pushrod V-6. Perfectly pleasant alternatives, these, all LaCrosses are impressively quiet at speed due to a multitude of aggressive noise-suppression measures.

While the LaCrosse is Regal-based, it replaces both that model and the bigger Century and does so with an aggressive chassis redo–just look under the sedan’s nose and examine the elaborate engine-supporting subframe of welded aluminum. Inside, the design is attractively modern if confounded by small, tightly clustered buttons and an unfortunate lack of rear head- and knee room. Outside, the shape’s slinky Jaguar-tinged styling is hard to argue with.

Engine(s):

3.8L/200-hp OHV V-6, 3.6L/240-hp DOHC V-6

Drivetrain:

Front engine, front drive

Fuel economy:

19-20 city/27-29 highway

Price range:

$23,495-$34,380

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Sum up:

A nominal indication Buick intends to sell younger, but not much younger

Cadillac STSWith the front-drive Seville, Cadillac had zero cred in recent years among buyers of mid-luxury sports sedans. So its replacement, the new STS, has a daunting mission, going up against such well-regarded cars as the BMW 5 Series, Mercedes E-Class, and Lexus GS 430 and LS 430. It helps that the STS shares the same Sigma platform with the extroverted CTS sedan and SRX sportwagon. Structure is Teutonic solid, and the Nuerburgring-developed chassis dances like no sedan born in Detroit. Optional adjustable Magnetic Ride Control shocks deliver a well-controlled ride but go firm when they need to. Under the hood, there’s a choice of two of GM’s best aluminum DOHC engines: a 255-horse, 3.6-liter V-6 and a 320-horse, 4.6-liter Northstar V-8, both mated to a five-speed manumatic gearbox.

The longer, more-rounded STS is a more satisfying rendition of Cadillac’s Art & Science design than the edgy CTS. Simple forms and generous use of real wood make for a commendably restrained and handsome interior. The car is current with the latest infotainment toys, including touch-screen navigation, head-up instruments, and DVD audio and video. The Northstar V-8 pulls strong, without tugs on the steering wheel. Cadillac’s most expensive car walks the line between sport and luxury; its steering needs more feedback and seats require more lateral support to be a true sport sedan. The STS isn’t as elegant as a Lexus, smooth and solid as a Mercedes, or as quick-reflexed as a BMW. Yet it goes its own way, confidently–if expensively.

Engine(s):

3.6L/255-hp DOHC V-6, 4.6L/320-hp DOHC V-8

Drivetrain:

Front engine, rear or all-wheel drive

Fuel economy:

16-17 city/22-26 highway

Price range:

$40,995-$63,905

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Sum up:

Perhaps the closest Caddy has come to Euro sedans–if you don’t count the CTS-V

Chevrolet CorvetteThere’s joy in Mudville: An all-new Corvette has arrived for just the sixth time in the car’s 52-year history. Inside, a smaller, lighter, more international-size package shorn of pop-up headlamps beats a 400-horsepower Chevy small-block V-8. More flexible sidewalls on the standard run-flat tires and added suspension travel improve ride quality, while revised suspension geometry and stability-control tweaks help maintain handling prowess. No fewer than three suspension choices are offered, including optional, adjustable MagnaRide and a more serious Z51 setup that approaches the grip and tenacity of last year’s fabled Z06. A straighter windshield eases entry and exit. Seats are more supportive. GM has put a few extra pennies into interior materials and switchgear. A new Bose audio system rocks, and navigation is available for the first time.

The Vette still reigns supreme in terms of bang for the buck. Nowhere else on Planet Earth will you find more horsepower and all-around performance for $45K. But some new features, such as electric door latches and keyless ignition, are needless distractions. The new short-throw shifter is a bit notchy. Magnetically boosted steering is precise, but needs more feedback. Looking at the new Vette in terms of improvements over the old one, there’s solid progress. But compare the 2005 car with sports cars of equal performance and small annoyances become saddle sores. It’s a visceral car with heroic torque and high handling limits, but another few thousand dollars spent on refinement could make it a world beater–at any price.

Engine:

6.0L/400-hp OHV V-8

Drivetrain:

Front engine, rear drive

Fuel economy:

19 city/26-28 highway

Price range:

$44,245-$61,755

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Sum up:

Still a world-class performer for the money, but scrimping is beginning to show in quality

Ford Five HundredSimply put, the all-new Five Hundred may be as important to Ford in the year 2005 as the 1928 Model A and 1949 Ford were–which is to say it’s a model possibly even crucial to the company’s survival. This car has to be a home run (or at least a triple), and after driving it extensively, our initial impression is that the competition had better start running for the fences because the Five Hundred certainly connects. First off, it’s based on–and Ford is quite open about this–the excellent, company-owned Volvo S80 platform, which by definition means it’s solid-feeling and connected to the road. But just as impressively, it’s voluminous in a leg-stretching way only classic big domestic sedans can be yet without the embarrassing space waste normally associated with them.

Smart, too, is the styling, a tautly Germanic shape that avoids unnecessary flourishes (if you see a touch of Volkswagen’s graceful Passat in it, you’re not alone). And it’s no less elegant inside; though, oddly, some of the dash surfaces manage to look cheaper than they probably actually are. Quietly wrapped within all this tasteful shaping is a key packaging ingredient–an elevated eye-level included to attract SUV drivers accustomed to a towering road perspective. Unfortunately, this otherwise excellent-in-every-way sedan is presently undermined by an only adequate engine, a 200-horsepower, 3.0-liter V-6, a power penalty only partially overcome by its sophisticated transmission choices, a six-speed automatic or CVT. Those living in frigid climes might want to consider expanding the Five Hundred’s already adequate FWD grip via the available AWD system.

Engine:

3.0L/203-hp DOHC V-6

Drivetrain:

Front engine, front or all-wheel drive

Fuel economy:

18 city/26 highway (est)

Price range:

$22,795-$30,525

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Sum up:

Its Volvo structure adds a new level of sophistication to Ford’s family sedan

Ford MustangWhether or not Ford will ever be able to build a modern, affordable GT car is debatable. In the meantime, the first all-new Mustang in 26 years is here, and, though decades overdue, it’s worth the wait. Heritage design ably embodies the greatest hits of Mustangs past, which is to say the ponycar’s heyday from 1965 to 1969. The 1960s reunion continues inside with a three-spoke steering wheel, retro gauges, and dashes of aluminum sprinkled over greatly improved ergonomics. A six-inch wheelbase stretch gives the new car more traditional dash-to-axle proportions while adding rear-seat room. The new D2C platform is the stiffest Mustang ever built, offering vastly more satisfying noise, vibration, and harshness levels. Stability and poise are confidence inspiring, though the well-located live rear axle can get away from an inattentive driver.

In GT guise, the new Mustang holds true to its promise with strong power from a substantially reworked 300-horse three-valve-per-cylinder 4.6-liter V-8. It’s a lot of bang for the buck with great sound, entertaining power, and fairly high handling limits. There is, however, no excuse for the rough running of the V-6 in the volume car, the base Mustang. The 4.0-liter single-overhead-cam six was developed as a truck motor for the Ranger and Explorer, and its coarse nature and reluctance to rev spoil the ponycar fun. It’s down 30 horses to the 1.0-liter-smaller Accord V-6. The charm of retro design goes only so far, and buyers accustomed to smooth, jewellike Japanese V-6s may be disappointed.

Engine(s):

4.0L/210-hp SOHC V-6, 4.6L/300-hp SOHC V-8

Drivetrain:

Front engine, rear drive

Fuel economy:

17-19 city/23-28 highway (V-6)

Price range:

$19,410-$23,120

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Sum up:

A thorough refreshing of an old favorite. Don’t bother with the V-6–the GT is still a bargain

Honda Accord HybridAs the lines continue to grow for Toyota‘s fuel-stingy Prius, Honda has naturally enough complemented its existing Civic Hybrid with the next-addition move, a hybrid version of the bigger Accord. However, compared with the Prius alternative, the Accord Hybrid (like the Civic) may be more striking in its Prius-differences than Prius-similarities. First, all Honda hybrids (Insight, Civic, and now Accord) are technically of the mild variety, meaning in simplest terms that there’s an added electric motor to give the engine some extra grunt, but it’s not the ultimate in engineering pyrotechnics. But maybe more important, the Accord Hybrid is positioned as the premium-performing variant in the Accord line, Honda intentionally trading some potential mileage for better acceleration compared with the V-6 gas alternative.

Combining the gas and electric power sources results in 255 peak horsepower (15 over the V-6 gas version) and mileage numbers of 29 mpg city and 37 highway, according to the EPA. Aiding the latter is an utterly imperceptible cylinder deactivation system (dropping from six to three) under part-load, which is communicated to the driver via an illuminated gauge-cluster light.

Otherwise, the Accord Hybrid is familiar Honda fare, which is to say beautifully engineered and constructed. Perhaps its biggest vulnerability in this year’s Car of the Year competition is that the Prius broke so much new ground in this category last year.

Engine:

3.0L/255-hp SOHC V-6 + electric motor

Drivetrain:

Front engine, front drive

Fuel economy:

29 city/37 highway (est)

Price range:

$30,000-$32,000 (est)

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Sum up:

Same looks and quality, new fuel economy

Honda OdysseyIf you listen to the press, minivans aren’t supposed to be fun. Practical, efficient, convenient, versatile, sure, but something you do if you’re in a family way. The previous-generation Odyssey introduced in 1999 proved it could handle all those left-brain chores without being a chore to drive. The all-new 2005 model improves on the van’s already accomplished levels of control and refinement and adds some new features and key technology.

Available in the new Odyssey is an optional V-6 that deactivates three cylinders when they’re not needed during low-speed cruising, improving fuel economy. The 2005 model also employs noise-cancellation technology that helps quiet the cabin using the audio speakers. A new navigation system with a high-mounted screen takes voice commands, and the windows in the sliding doors power up and down. A suitcase-size compartment under the floor behind the front console incorporates a Lazy Susan to store small valuables out of sight.

As good as it is, the new Odyssey fails to match the design brilliance of the Chrysler minivan’s foldaway second-row seats. There’s still way too much hard plastic on the dash and door panels, and the exterior styling is now kind of generic, blobular minivan, lacking the crispness of the previous version. The new Odyssey is a fine minivan, but still not aspirational enough to lure drivers out of their sedans, wagons, and SUVs.

Engine:

3.5L/255-hp SOHC V-6

Drivetrain:

Front engine, front drive

Fuel economy:

19-20 city/25-28 highway

Price range:

$25,510 – $38,810

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Sum up:

Some new and clever features in a 255-horse bargain-priced family hauler

Kia AmantiWithin a narrow market segment defined by the intersection of drivers who simultaneously (A) are completely disinterested in performance driving, (B) want lots of luxury features at the lowest possible price, (C) prefer extremely conservative styling, and (D) plan to wring every last mile out of their cars before buying another (actually, maybe that’s not such a narrow segment), the Kia Amanti is a sedan worth visiting.

Let’s be up front and say we’ve rarely driven a car more flustered violating the posted speed limits. At more than a few mph over the speed limits, the Amanti erupts in tire-tread yelps and near-comical underdamped body oscillations. Okay, it’s a pillow pussycat of a sedan. But driven conservatively (yes, some people actually do that), the Amanti is a comfortable, quiet, and even relaxing means of migrating from points A to B.

The design is conservative to the point of being retinal Novocaine, and although the engine’s quiet, the V-6’s 3.5-liter displacement is overscaled to the power it produces (195 horses). In the Amanti’s favor, the interior is remarkable roomy and filled with little luxuries, such as plump seats, a six-disc CD player, and decently simulated wood trim. No minor point is that it rings-in at a couple thousand less than comparably equipped Japanese alternatives. We all know of people perfect for the Amanti, those crusty few who wave fashion aside and genuinely ache for their father’s Oldsmobile. Well, it’s back.

Engine:

3.5L/195-hp DOHC V-6

Drivetrain:

Front engine, front drive

Fuel economy:

17 city/25 highway

Price range:

$25,790-$29,510

Ratings

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Sum up:

Kinda where the Japanese sedans were about 10 years ago

Kia Spectra/Spectra5Based on the platform of its corporate sibling, the Hyundai Elantra, Kia’s four-door Spectra and miniwagon Spectra5 make a compelling case for themselves as fun, initially affordable, and probably also long-term economic transportation (considering the company’s 10-year/100,000-mile drivetrain warranty). Moreover, their front and rear side-curtain airbags (the cheapest cars on the market with them) make this pair a logical choice for parents being double-pounded by tuition and car payments for full-time college-bound teens.

The Spectra sedan and Spectra5 wagonette are propelled by a slightly coarse, but spunky 138-horsepower, 2.0-liter engine that makes for entertaining if not rapid progress. The more fashionable Spectra5 adds larger wheels and tires and a firmer suspension, while both include better quality interior materials than their sticker prices would seem to allow. And in the case of the Spectra5 (in particular), the body shape is pleated with lines sexy enough to elevate it to the visual niche of the five-door Mazda3 and Suzuki Reno.

While neither car breaks dramatic new ground on the automotive landscape, they’re a notable step forward for their maker and significant offerings in the often-ignored category of basic transportation.

Engine:

2.0L/138-hp DOHC I-4

Drivetrain:

Front engine, front drive

Fuel economy:

24-25 city/33-34 highway

Price range:

$13,240-$17,940

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Sum up:

A far more compelling driver if you opt for the sporty Spectra5 with better suspension

Lotus EliseSure it’s a toy. For anyone over six feet tall, wearing larger than size-10 shoes, or carrying around more than a 32-inch waist, just getting behind the wheel is an exercise akin to, well, sitting on kids’ furniture at a parent/teacher conference. If you have a cell-phone, bunch of keys, or wallet in your pocket, take it out before you ensconce yourself in the firm, unyielding seats. The car doesn’t even meet a host of current NHTSA safety regulations. In traffic, Ford Explorers tower over the Lotus like semis.

But strap one on, and you’ll begin to understand. With just 10.4 pounds for each of its Toyota-sourced 190 horsepower to haul around, the Elise moves with the quickness of a Porsche Boxster. And that’s in a straight line. Lateral grip is in the 1g range–race-car territory–and the unassisted steering is probably the most direct and communicative you’ll experience in a sports car. The suspension is communicative, too, so rough pavement is best avoided. That’s a small price to pay for a 1.8-liter four that snarls like an attack Chihuahua at its 8500-rpm redline and a stubby aluminum shifter that snicks off cogs like sausages snatched from an outstretched hand. This is a production-car driving experience not seen since the sports cars of the 1960s.

Now, if only we had a Motor Trend Road Racer of the Year category.

Engine:

1.8L/190-hp DOHC I-4

Drivetrain:

Mid-engine, rear drive

Fuel economy:

23 city/27 highway

Price range:

$40,780-$42,000

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Sum up:

Aerospace manufacturing allows this 1945-pound exotic to run with the big dogs

Mazda3This Honda Civic competitor brings a breath of fresh air to the compact-car scene. There are two body styles, a dapper four-door sedan with BMW 3 Series overtones and an in-your-face five-door hot hatch. The car’s interior design captures the sporty personality of Mazda and exceeds expectations with nicely sculpted seats and a sophisticated Mazda6-like instrument-panel presentation. It offers better materials and build quality than is expected of the class. And it can be optioned up with a navigation system, something no other compact sedan can claim right now.

The Mazda3’s predecessor, the Protege, set the bar in the handling department, and the new car continues that tradition. It’s ready to run when the driver wants to cut loose. Turn-in is precise: The steering carves a line with accuracy and the chassis is communicative. It’s the fun roller skate of the segment.

Only when engines are considered does the Mazda3 fall short of the mark. The base 148-horse, 2.0-liter four is best left for economy-minded buyers. Optional is a 160-horse, 2.3-liter four that’s the better choice to wring the most from the balanced chassis. While plenty torquey at low- and midrange, the 2.3-liter revs with reluctance and gets buzzier the harder it’s pushed. That’s a shame because the five-speed manual shifter is one of the best in the compact-car class. We can hardly wait for the MazdaSpeed version.

Engine(s):

2.0L/148-hp DOHC I-4, 2.3L/160-hp DOHC I-4

Drivetrain:

Front engine, front drive

Fuel economy:

24-28 city/29-35 highway

Price range:

$14,200-$20,255

Ratings

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Sum up:

Mazda got the jump on parent Ford with the new Focus platform and will run with it

Mercedes-Benz SLKThe makers of the cars with the three-pointed star have never been known for their lithe, light, two-seaters. Past SLKs have been skewed more to the luxury side, but the recently minted second-generation version is the best attempt yet at offering something credible for the sports-car set.

The new SLK looks like it means business, thanks to an aggressive stance, bulging wheelwells, and an SLR McLaren-inspired F1 nose. And it takes care of business with a new, all-aluminum V-6 engine pumping 268 horsepower. The new 3.5-liter is the first of Mercedes’s twin-cam V-6 family and features variable-valve timing for greater flexibility and responsiveness. It’s hooked to a seven-speed manumatic or a six-speed manual with new, slick-shifting single-rod linkage–the best Mercedes stir stick ever.

The new SLK is about three inches longer and wider than the previous one, opening up the cabin a bit and adding some luggage space, particularly with the top down. Unfortunately, weight increases by about 200 pounds, too. MacPherson-strut front suspension replaces the previous double wishbones, making room for the AMG version’s 355-horse, 5.4-liter V-8. New rack-and-pinion steering and larger wheels, tires and brakes help tame the added mass.

Though competitors from Volvo and Pontiac are on the way, the SLK is still the least-expensive car with a retractable hardtop roof. But at the end of the day, buyers may find more luxury for the money in an Infiniti G35 coupe and more sports-car thrills per mile in the Porsche Boxster.

Mercury MontegoWhat differentiates the Montego from the Ford Five Hundred? Not much, if you’re looking for any meaningful mechanical or dimensional distinctions. In all honesty, it basically exists to be four new wheels in Mercury dealerships in sore need of buyer traffic. Nonetheless, it represents a valuable, attractive variation on a theme.

What’s common between the Montego and Five Hundred (both grand, old FoMoCo names) is pretty much everything metal (and even glass)–ranging from the Volvo S80-derived platform to the just-adequate 3.0-liter, 200-horse engine, to the choice of a CVT or six-speed transmission, to the option of AWD (if the base FWD isn’t enough traction for you). All of which means that, as with the Ford Five Hundred, behind-the-wheel, this is a pleasant machine to do almost anything in. On the highway, its ride is obediently controlled, yet it can unknot twisting backroads with surprising dexterity. And like the Five Hundred, you see a bit further down these roads due to an unusually high eye-point.

What’s mostly different is how much of the plastic-work is interpreted. Inside, the dash is mildly massaged into a more sophisticated sensibility, particularly evident in its far more elegant gauge discs. The taillights feature greater detailing, while the grille is stronger-looking (a distinct improvement on the Five Hundred’s). In all, a Five Hundred retailored for the Mozart-listening set.

Engine:

3.0L/203-hp DOHC V-6

Drivetrain:

Front engine, front or all-wheel drive

Fuel economy:

19-21 city/26-29 highway

Price range:

$24,995-$30,385

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Ford’s cousin gets all the benefits and adds a few extra features to the Five Hundred’s portfolio

Pontiac G6Ironic, isn’t it? While Audi tarts up its one-time design benchmark A6 with a huge snout and derivative surface excitement, GM’s Excitement Division delivers the first cladding-free Pontiac in decades with Audi A6 overtones. Even the name for Pontiac’s Grand Am replacement, G6, has A6 overtones.

The G6 is a breath of fresh air from General Motors. Actually, a family of midsize cars that’ll eventually include a coupe and hardtop-convertible, the shapely G6 sedan shares a platform with the boxy but solid Malibu Maxx. A long wheelbase gives the G6 generous rear-seat leg- and headroom. Like the exterior, the G6 cabin is a spare, architectural design, with a pert, Italianate instrument binnacle and above-average materials and switchgear. Standard amenities include a tilt/telescope steering wheel and adjustable pedals. There are two optional sunroofs, one of which accordions into an extra-large opening, Peugeot-style.

Much more pedestrian are the G6’s mechanicals, which suggest a car built to a price rather than a standard. One of the underpinnings of the G6 is value, the car offering a standard 200-horse, 3.5-liter V-6 for the price of a Camry or Accord four-cylinder. Although the 3.5-liter is generous in torque, it’s coarse in operation and tied to a four-speed automatic. The car’s electric steering lacks feel and feedback, sometimes changing boost in the middle of a low-speed corner. A GTP performance model coming next year with 240-horse, 3.9-liter V-6, six-speed manual transmission, and hydraulically boosted steering should help things.

Engine:

3.5L/200-hp OHV V-6

Drivetrain:

Front engine, front drive

Fuel economy:

21-22 city/29-32 highway

Price range:

$21,300-$27,800

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Kinda cool, kinda quick, kinda agile, Pontiac is headed in the right direction

Porsche 911That distillation of Porscheness that began 41 years ago with the first 911 achieves ever-greater clarity in the 2005 car. Save for the roof, every body panel on the 911 is new and now includes proper, round headlamps that help distinguish it from the less-expensive Boxster. Aerodynamics are improved as well, helping to reduce high-speed front-end lift in this rear-weight-biased car. Structure is stiffened, track widened, suspension and stability control tweaked. The interior gets upgraded with a layout and materials befitting a $70,000 car. Two water-cooled flat-sixes are offered: a 325-horse, 3.6-liter in the base Carrera and a 355-horse, 3.8-liter in the new 911S. Although artificially enhanced with resonant chambers, the guttural yet musical phonics of the new 911’s flat-sixes are some of the most ear-pleasing around.

Execution is where the new car excels. Porsche‘s polished over the raw edge and grittiness of previous 911s to the point where the car seemingly defies the laws of physics for a rear-engine car. The new 911 transmits the grain and topography of every inch of pavement without feeling the least bit harsh. Steering is direct and precise. Brakes feel limitless. The car makes ordinary drivers feel like heroes and heroes feel like Fangio. Sure, the car is priced beyond the reach of many buyers and the rear seat is unfit for human habitation, but the 2005 911 Carrera may be the perfect all-around enthusiast’s car.

Engine(s):

3.6L/325-hp DOHC F-6, 3.8L/355-hp DOHC F-6

Drivetrain:

Rear engine, rear drive

Fuel economy:

18-19/26

Price range:

$69,300-$107,675

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Just when you thought Porsche had it perfect, they make the 911 even better

Saab 9-2xThe Saab 9-2x is, to be frank, an awkward cork concocted to plug a hole GM perceived in its Saab-division’s model lineup. That’s not to say this isn’t an interesting car behind the wheel–it emphatically is. Indeed, GM is fortunate to be able to reach into such a technology-competent drawer as Subaru‘s to pull out a platform such as the Impreza’s on which to base this new, small Saab. And not just a few people have noted the odd synergy between these small-car-building companies that, while located half a world apart, are both noted for their quirky cars.

The 9-2x arrives in two versions: the Linear employs the Impreza’s 168-horse iteration of Subaru’s signature flat-four, while the high-performance Aero flies with the WRX’s 227 turbocharged horses under its wings. With AWD and mild retuning of the suspension, the 9-2x is a blast on a back road.

However, the personalities of Saabs and Subarus are intense–and severely different–ones. If you’re not already familiar with these brands dissimilar driving characters, it may not matter. But if you are, the transplant of a Saab nose onto otherwise Subaru architecture takes some getting used to. And if you’re new to the Saab brand and genuinely interested in it, this car provides an unfortunately misleading taste of Trollhaettan.

Scion TCEven though it’s branded a Scion, the tC replaces the Celica in the Toyota universe. Small coupes are deemed young person’s cars, exactly where Toyota’s nonconventional brand is aimed. The tC is the third car in the Scion lineup, based on the European-market Avensis sedan, hence a long wheelbase helps add rear- seat room. The rear seats recline in up to 10 positions, all the better to listen to the standard MP3-ready Pioneer 160-watt stereo and stargaze through the standard all-glass roof. There’s a lot of value here, with Toyota/Lexus levels of fit and finish.

Where the xA and xB make due with a tiny 108-horse, 1.5-liter Echo engine, the tC purloins the sturdy 160-horse, 2.4-liter four-cylinder from the Camry. Teamed with a five-speed close-ratio gearbox, the tC’s a bit of a sleeper. Although not quick to rev and noisy when pushed, the tC carries its speed fairly well, thanks to all-independent suspension, four-wheel ABS discs, and 17-inch rubber the same size as the Lexus IS 300‘s. The car does, however, have a tendency to experience lift-throttle oversteer, a quality that doesn’t mix well with young, unexperienced drivers.

Engine:

2.4L/160-hp DOHC I-4

Drivetrain:

Front engine, front drive

Fuel economy:

22-23 city/29-30 highway

Price range:

$16,465-$22,825

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First was a triangular one, then a square one, and now the roundish Scion wins more hearts

Subaru LegacyAs the years pass, Subaru’s Legacy has amounted an impressive legacy of its own as a well-built, technically iconoclastic, and unusually rewarding car to drive. It’s the Japanese sedan antidote to the vanilla Japanese sedan. And the 2005 Legacy burnishes that image further with edgier styling on the outside (remember when Subarus were endearingly frumpy?), a handsomer design within the cabin, and a host of mechanical upgrades from stem to stern.

For a relatively small seller in the marketplace, the Legacy also appeals for its 31-flavors approach to offering variants to taste. For instance, there are three different engines–a 2.5-liter 163-168-horsepower SOHC flat four, a turbocharged DOHC version with 250 horsepower, plus 212- and 250-horsepower approaches to the normally aspirated 3.0-liter flat-six. Or how about three entirely different AWD systems? New to the line is a quick-reacting Sportshift automatic transmission that’s well worth the cost and technical fuss. Fortunately, on the road, every version of the Legacy happily manages to retain the breed’s mechanical directness, flat-engine thrum, and splendid steering feel.

While Subaru is incrementally trying to edge up-market in perceived prestige (and, unfortunately price), the latest Legacy makes a good case for these aspirations.

Hey, where did this come from? Stealthy sedan looks and a rally-car engine!

Volvo s40/V50Here’s a trivia question: Which other entry in this Car of the Year competition shares the same platform with the Volvo S40 and V50? Answer: the Mazda3, which similarly resides within Ford’s multibrand big tent. Behind your raised eyebrows, we sense the question, “So why consider the pricier Volvo?”

Where should we start? How about with the 168-horse normally aspirated inline-five base engine that purrs within the 2.4i, or the swift T5 version’s turbo-motivated 218 horsepower? Or the five-speed manual and automatic transmissions that are standard equipment (with an optional six-speed self-shifter in the T5?) Available AWD is another Volvo distinction for the ski-lift bound this winter.

But Volvo buyers are attracted to more than tech specs that wink with performance potential. There’s the knowing that the S40/V50 has also been created by solemn Swedes who have an equally legendary concern with how to safely stop their product’s occupants when the cause of halting is, perhaps, an immovable object rather than its ample four-wheel disc brakes. On the road, the S40/V50 has a delicate touch, a taut ride, and, in the case of the turbo, a slightly rubberband response timeline–an entertaining sling-shot lunge on open roads, if not the immediate go-button needed in the cut and thrust of daily driving.

Elbowing in on the market segment owned lock-stock-and-barrel by BMW’s 3 Series, the littlest new Volvo is aiming to pick off buyers bored with the Bavarian Brand X, while widening the smiles of the Volvo-faithful.

Engine(s):

2.4L/168-hp DOHC I-5, 2.5L/218-hp DOHC turbocharged I-5

Drivetrain:

Front engine, front or all-wheel drive

Fuel economy:

19-22 city/27-31 highway

Price range:

$23,945-$41,203

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Sum up:

Either sedan or wagon proves that Volvo is serious about performance and fun